Integrated power systems for electric vehicles

ABSTRACT

A power module for a vehicle includes a first bidirectional voltage converter to convert a first voltage to a second voltage and convert the second voltage back to the first voltage. The power module includes a second bidirectional voltage converter to convert the first voltage to a third voltage and convert the third voltage back to the first voltage. The power module includes a first battery coupled to the first bidirectional voltage converter to receive the second voltage, and a second battery coupled to the second bidirectional voltage converter to receive the third voltage. The power module includes a controller to control the first and second bidirectional voltage converters and the first and second batteries. The first voltage is for supplying power to a powertrain of the vehicle. The second voltage and the third voltage are for supplying power to the first and second batteries, respectively.

FIELD

The present disclosure is generally directed to vehicle systems, andmore particularly to vehicle power systems.

BACKGROUND

Most vehicles, in particular electric and hybrid vehicles, include powersystems usually referred to as battery management systems (BMSs) thatmonitor and control the operation of the batteries within the vehicles.For example, the BMS of an electric vehicle controls the vehicle'spowertrain as well as auxiliary components or features, such as heatingand cooling components, dashboard electronics, etc. Many electricvehicles utilize a high capacity, high voltage battery to drive thevehicle's powertrain and utilize a lower capacity and lower voltagebattery for the auxiliary components. However, as the industry continuesto add auxiliary features to vehicles, additional/alternative powersystems are desired.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle in accordance with at least one exampleembodiment;

FIG. 2 is an example schematic of an integrated power system inaccordance with at least one example embodiment;

FIG. 3 is another example schematic of an integrated power system inaccordance with at least one example embodiment;

FIG. 4 illustrates an example arrangement of the integrated power systemof FIG. 3 on a cooling plate or support plate in accordance with atleast one example embodiment;

FIG. 5 is a flow diagram illustrating example operations of the systemin FIG. 3 for a driving mode a vehicle in accordance with at least oneexample embodiment; and

FIG. 6 is a flow diagram illustrating example operations of the systemin FIG. 3 for a charging mode of a vehicle in accordance with at leastone example embodiment.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in connectionwith a vehicle, and more particularly with respect to an automobile.However, for the avoidance of doubt, the present disclosure encompassesthe use of the aspects described herein in vehicles other thanautomobiles.

FIG. 1 shows a perspective view of a vehicle (or electric vehicle) 100in accordance with embodiments of the present disclosure. The vehicle100 comprises a vehicle front 110, vehicle aft 120, vehicle roof 130, atleast one vehicle side 160, a vehicle undercarriage 140, and a vehicleinterior 150. The vehicle 100 may include a frame 104, one or more bodypanels 108 mounted or affixed thereto, and a windshield 118. The vehicle100 may include one or more interior components (e.g., components insidean interior space 150, or user space, of a vehicle 100, etc.), exteriorcomponents (e.g., components outside of the interior space 150, or userspace, of a vehicle 100, etc.), drive systems, controls systems,structural components, etc.

Coordinate system 102 is provided for added clarity in referencingrelative locations in the vehicle 100. In this detailed description, anobject is forward of another object or component if the object islocated in the −X direction relative to the other object or component.Conversely, an object is rearward of another object or component if theobject is located in the +X direction relative to the other object orcomponent.

The vehicle 100 may be, by way of example only, a battery electricvehicle (BEV) or a hybrid electric vehicle (HEV). Where the vehicle 100is BEV, the vehicle 100 may comprise one or more electric motors poweredby electricity from an on-board battery pack. The electric motors may,for example, be mounted near or adjacent an axis or axle of each wheel112 of the vehicle, and the battery pack may be mounted on the vehicleundercarriage 140. In such embodiments, the front compartment of thevehicle, referring to the space located under the vehicle hood 116, maybe a storage or trunk space. Where the vehicle 100 is an HEV, thevehicle 100 may comprise the above described elements of a BEV with theaddition of a gas-powered (or diesel-powered) engine and associatedcomponents in the front compartment (under the vehicle hood 116), whichengine may be configured to drive either or both of the front wheels 112and the rear wheels 112. In some embodiments where the vehicle 100 is anHEV, the gas-powered engine and associated components may be located ina rear compartment of the vehicle 100, leaving the front compartmentavailable for storage or trunk space or for other uses. In someembodiments, the vehicle 100 may be, in addition to a BEV and an HEV, afuel cell vehicle.

Although shown in the form of a car, it should be appreciated that thevehicle 100 described herein may include any conveyance or model of aconveyance, where the conveyance was designed for the purpose of movingone or more tangible objects, such as people, animals, cargo, and thelike. Typical vehicles may include but are in no way limited to cars,trucks, motorcycles, buses, automobiles, trains, railed conveyances,boats, ships, marine conveyances, submarine conveyances, airplanes,space craft, flying machines, human-powered conveyances, and the like.

The vehicle 100 may be capable of autonomous operation, wherein one ormore processors receive information from various sensors around thevehicle and use that information to control the speed and direction ofthe vehicle 100 so as to avoid hitting obstacles and to navigate safelyfrom an origin to a destination. In such embodiments, a steering wheelis unnecessary, as the one or more processors, rather than a vehicleoccupant, control the steering of the vehicle 100.

FIG. 2 is an example schematic of an integrated power system 200 inaccordance with at least one example embodiment. The integrated powersystem 200 controls the overall operation of electric motors andcomponents within the vehicle 100.

FIG. 2 shows that the integrated power system 200 includes a powermodule 204, a vehicle battery 208 (or high voltage power source), afirst low voltage system (or first set of auxiliary components) 212, anda second low voltage system (or second set of auxiliary components) 216.FIG. 2 illustrates an example embodiment where the vehicle battery 208is a 400V direct current (DC) power source, the first low voltage system212 is a 48V DC system, and the second low voltage system 216 is a 12VDC system. In view of these three power sources with different operatingvoltages, it may be said that the integrated power system 200 has a3-voltage architecture.

The vehicle battery 208 supplies power to a powertrain of the vehicle100, which should be understood to include the electric motor thatcontrols the motion of the vehicle 100.

The first and second low voltage systems 212/216 represent componentsother than the powertrain, such as auxiliary components of the vehicle100, which may include cabin heating and cooling components, dashboardelectronics, etc. In at least one example embodiment, the first lowvoltage system 212 may include onboard computers (e.g., in the casewhere the vehicle 100 is an autonomous vehicle utilizing highperformance computers), while the second low voltage system 216 includesother auxiliary components, such as dashboard electronics/displays.

As shown in FIG. 2, the power module 204 includes a bidirectionalconverter 220, one or more power sources 224/228 (i.e., a first lowvoltage power source or a first battery 224, a second low voltage powersource or a second battery 228), and a controller 232 to control theoverall operation of the integrated power system 200. The controller 232can be embodied by hardware (e.g., as an application specific integratedcircuit (ASIC)), software, or as a combination of hardware and software(e.g., as a special-purpose processor or microprocessor executinginstructions on a computer readable storage medium). That is, thecontroller 232 is able to send, receive, and/or processinformation/signals within the electrical vehicle 100, including theintegrated power system 200. The controller 232 is coupled to the otherelements of the integrated power system 200 by, for example, a systembus.

In FIG. 2, the first low voltage power source 224 is a 48V DC batterythat supplies power to the first low voltage system 212, and the secondlow voltage power source 228 is a 12V DC battery that supplies power tothe second low voltage system 216.

In at least one example embodiment, the bidirectional voltage converter220 is implemented by a non-isolated DCDC converter coupled to anisolated, dual output LLC resonant converter. Here, non-isolated refersto devices with different voltage levels sharing a same ground or commonvoltage while isolated refers to a device(s) that does not share acommon ground or common voltage with another device with a differentvoltage level. An advantage of the non-isolated architecture is that thenumber of interfaces/terminals are reduced, which reduces overall cost.

Although FIG. 2 has been described with respect to specific voltagevalues/capacities for elements 208, 212, 216, 220, 224, and 228, exampleembodiments are not limited thereto. For example, thevoltages/capacities of each of these elements may vary according todesign preferences of the vehicle 100.

In operation, the bidirectional voltage converter 220 i) converts afirst voltage to a second voltage and converts the second voltage backto the first voltage, and ii) converts the first voltage to a thirdvoltage and converts the third voltage back to the first voltage.Further, the one or more power sources 224/228 are coupled to the atleast one bidirectional voltage converter and supply power to auxiliarycomponents of the electric vehicle 100. The power module 204 includesthe controller 232 to control the bidirectional voltage converter 220and the one or more power sources 228.

In at least one example embodiment, the first voltage is for supplyingpower to a powertrain of the electric vehicle 100 while the secondvoltage and the third voltage are for supplying power to the one or morepower sources 224/228. Here, the first voltage is 400V, the secondvoltage is 48V, and the third voltage is 12V.

According to at least one example embodiment, the one or more powersources 224/228 comprise a first battery 224 (e.g., a 48V battery) and aseparate, second battery 228 (e.g., a 12V battery). The first and secondbatteries supply power to the first and second low voltage systems212/216, respectively.

In at least one other example embodiment, the one or more power sources224/228 comprise a single group of battery cells (e.g., a single batterypack) that includes a first set of battery cells that act as powersource 224 and a second set of battery cells that act as power source228 (see FIG. 4, for example). The first set of battery cells suppliespower to a first set of the auxiliary components (e.g., system 212) thatoperate using the second voltage, and the second set of battery cellssupply power to a second set of the auxiliary components (e.g., system216) that operate using the third voltage. In view of the above, itshould be understood that the first set of battery cells may include thesecond set of battery cells. That is, the first set of battery cellsrepresents the complete bank (or group) of battery cells while thesecond set of battery cells represent a portion of the complete bank ofbattery cells. For example, if the complete bank (or first set) ofbattery cells is capable of providing 48V (e.g., to the first lowvoltage system 212), then the second set of battery cells (that providepower to the second low voltage system 216) is created by tapping thefirst set of battery cells (i.e., the complete bank of battery cells) ata location that accomplishes the voltage desired (e.g., 12V) and powerdesired for the second low voltage system 216. This effectively splitsthe complete bank of battery cells into a 12V section and a 36V section.

Regardless of whether the one or more power sources 224/228 areimplemented by separate batteries or a single group of battery cellssplit into two sets, the controller 232 balances the load on thebi-directional voltage converter 220 such that the first battery orfirst set of battery cells and the second battery or the second set ofbattery cells receive a desired amount of power. The desired amount ofpower is a design parameter set based on empirical evidence and/or userpreference. In at least one example embodiment, the first set of batterycells or the first battery have a first capacity and the second set ofbattery cells or the second battery have a second capacity differentfrom the first capacity (where capacity refers to a value represented inAmp-hours or kW-hours).

In FIG. 2, the bidirectional voltage converter 220 is a singlebidirectional voltage converter that includes a first I/O port to sendand receive the first voltage to/from the vehicle battery 208, a secondI/O port to send and receive the second voltage to/from the first lowvoltage source 224, and a third port to I/O send and receive the thirdvoltage to/from the second low voltage source 228. The one or more powersources 224/228, the controller 232, the second port and the third portare connected to a common ground or a common voltage GND1. That is, thelow voltage components of the system 200 (i.e., elements 224, 228, 232,212, 216, and the low voltage side of the bidirectional voltageconverter 220) share a common ground or a common voltage GND1.

The one or more power sources 224/228 have a capacity (or a desirednumber of Amp-hours or kW-hours) sufficient enough such that in theevent of a failure of the vehicle battery 208 that supplies the firstvoltage (e.g., 400V) to the powertrain of the vehicle 100, thecontroller 232 causes the bidirectional voltage converter 220 to convertat least one of i) the second voltage to the first voltage and ii) thethird voltage to the first voltage to temporarily supply power (e.g., at400V) to the powertrain. That is, the one or more power sources 224/228through the bidirectional converter 220 may be capable of providingenough power (e.g., 3.5 kW) to power the vehicle 100, at leasttemporarily. Here, it should be understood that the amount of powerprovided by the one or more power sources 224/228 is a design parameterset based on empirical evidence and/or user preference. For example,more power can be accomplished by adding or activating additionalbattery cells in parallel with the one or more power sources 224/228 andless power can be achieved by removing or inactivating battery cellswithin the one or more power sources 224/228.

FIG. 2 further shows a flow direction of coolant through/over thecomponents of the power module 204. The coolant direction is describedin more detail below with reference to FIG. 4.

FIG. 3 is another example schematic of an integrated power system inaccordance with at least one example embodiment. FIG. 3 includes thesame elements as FIG. 2 except for the system 300 of FIG. 3 shows afirst bidirectional voltage converter 236 and a second bidirectionalvoltage converter 240 instead of a single bidirectional voltageconverter 220. Here, the first bidirectional voltage converter 236converts the first voltage to the second voltage and converts the secondvoltage back to the first voltage. The second bidirectional voltageconverter 240 converts the first voltage to the third voltage and thethird voltage back to the first voltage. In this case, the firstbidirectional voltage converter 236 includes a first I/O port to sendand receive the first voltage to/from the vehicle battery 208 and asecond I/O port to send and receive the second voltage to/from powersource 224. Likewise, the second bidirectional voltage converter 240includes third I/O port to send and receive the first voltage t/from thevehicle battery 208 and a fourth I/O port to send and receive the thirdvoltage to/from the power source 228. Similar to FIG. 2, the low voltagecomponents of system 300 (i.e., elements 224, 228, 232, 212, 216, andthe low voltage sides of the first and second bidirectional voltageconverters 236 and 240) share a common ground or a common voltage GND1.

Example embodiments according to at least FIG. 3 allow for thecontroller 232 to control at least one of the power sources 224/228 toprecharge the first and second bidirectional voltage converters 236/240.For example, the controller 232 controls the voltage(s) of the one ormore power sources 224/228 to be converted (by the bidirectional voltageconverters 236/240) to the voltage of the vehicle battery 208 prior toconnecting the vehicle battery 208 to the power module 204. Thismitigates (or alternatively) prevents damage that may otherwise becaused by the in-rush of current from the vehicle battery 208 to thepower module 204 when the vehicle battery 208 is connected to the powermodule 204 during a driving mode of the vehicle 100. The prechargeoperation is discussed in more detail with reference to FIG. 5.

In view of FIGS. 2 and 3, it should be understood that exampleembodiments are directed to a power system 200/300 for an electricalvehicle 100. The power system 200/300 includes a high voltage circuitthat includes a high voltage source 208 to supply a high voltage (e.g.,400V) to a powertrain of the electric vehicle 100. The high voltagecircuit may comprise the vehicle battery 208 and the high voltageside(s) of at least one bidirectional voltage converter 220 or 236/240.The power system 200/300 includes a low voltage circuit that includes atleast two low voltage sources 224/228 to supply at least two differentlow voltages (e.g., 48V and 12V) to auxiliary components (or systems)212/216 of the electric vehicle 100. The power system 200/300 includesat least one bidirectional voltage converter 220 or 236/240 coupledbetween the high voltage circuit and the low voltage circuit and thatconverts the high voltage provided by the high voltage source 208 to thetwo different low voltages and that converts the two different lowvoltages provided by the at least two low voltage sources 224/228 to thehigh voltage. According to at least one example embodiment, the lowvoltage circuit further comprises the controller 232 to control the atleast one bidirectional voltage converter 220 or 236/240 and the atleast two low voltage sources 224/228, a low voltage side of the atleast one bidirectional voltage converter 220 or 236/240 (i.e., the 48Vand 12V side), and the auxiliary components or systems 212/216.

As shown in FIGS. 2 and 3, the at least two low voltage sources 212/216,the controller 232, the low voltage side, and the auxiliary components212/216 share a common ground or a common voltage GND1.

FIG. 4 illustrates an example arrangement 400 of the power module ofFIG. 3 on a cooling plate or support plate 404 in accordance with atleast one example embodiment.

Here, the support plate 404 supports the first and second bidirectionalvoltage converters 236/240, the one or more power sources 224/228, andthe controller 232. As shown, the one or more power sources 224/228 arearranged on a first face and at a first side of the support plate 404,and the controller 232 and the first and second bidirectional voltageconverters 236/240 are arranged on the first face and at a second sideof the support plate 404 opposite to the first side. The support plate404, the first and second bidirectional voltage converters 236/240, thecontroller 232, and the one or more power sources 224/228 are in a pathof a coolant that travels from the first side toward the second side.

In view of FIG. 4, it may be said that the arrangement 400 includes asupport plate, first and second batteries (or a group of battery cells)224/228 to supply a first voltage to a first set of auxiliary componentsof the electric vehicle and to supply a second voltage different fromthe first voltage to a second set of auxiliary components of theelectric vehicle. For example, with reference FIG. 3, the first voltagemay be 48V while the second voltage is 12V, and the first set ofauxiliary components may be auxiliary components 212 while the secondset of auxiliary components may be auxiliary components 216. As shown inFIG. 4, first and second batteries 224/228 is attached to the supportplate 404.

With reference FIGS. 3 and 4, the first and second bidirectional voltageconverters 236/240 are coupled to the first and second batteries 224/228and coupled to an external power source (e.g. vehicle battery 208) thatsupplies power to a powertrain of the electric vehicle 100. As shown inFIG. 4, the first and second bidirectional voltage converters 236/240are attached to the support plate. FIG. 4 also shows the controller 232to control operation of the first and second batteries 224/228 throughthe first and second bidirectional voltage converters 236/240. Thecontroller 232 is also attached the support plate 404. The support plate404 may comprise a heat sink material, such as aluminum or othersuitable material.

As shown in FIG. 4, the support plate 404 includes a coolant channel 408to carry coolant. The coolant channel 408 may comprise a slit or openingthat travels from one side of the support plate 404 to an opposite sideof the support plate 404. The coolant may be a liquid coolant orpressurized refrigerant coolant that cools the components on the supportplate 404 during operation by removing heat transferred from thecomponents to the support plate 404. FIG. 4 illustrates how the firstand second batteries 224/228 are attached to the support plate 404 suchthat when the support plate 404 is in the coolant channel, the coolantcools the first and second batteries 224/228 before cooling the firstand second bidirectional voltage converters 236/240 and the controller232. This is because the first and second batteries 224/228 usually havea maximum temperature (e.g., about 60° C.) that is cooler than a maximumtemperature of the bidirectional converters 236/240 (e.g., about 120°C.). The arrangement 400 provides an integrated cooling system for bothof the bidirectional converters 236/240 and the first and secondbatteries 224/228. It should be appreciated that example embodiments arenot limited to the arrangement 400 and the direction of the coolantshown in FIG. 4, both of which can be altered according to designpreferences.

According to at least one embodiment, the first and second batteries224/228, the bidirectional voltage controllers 236/240 and thecontroller 232 are attached to first face of the support plate 204 byany known adhesive or other mechanical connection.

The first and second batteries 224/228 are rechargeable. In a drivingmode of the electric vehicle 100, the controller 232 charges the firstand second batteries 224/228 through the first and second bidirectionalvoltage converters 236/240 (e.g., by converting 400V to 48V and/or 12Vand supplying the converted power to the batter cells 224/228). In aprecharge mode of the electric vehicle 100 (i.e., prior to the externalpower source 208 being connected to the power module 204), thecontroller 232 causes the first and second batteries 224/228 toprecharge at least one of the first and second bidirectional voltageconverters 236/240 prior to being connected to the external power source208.

Although FIG. 4 has been described with reference an example embodimentof the power system shown in FIG. 3, it should be understood that theexample arrangement of FIG. 4 may also apply to the power system shownin FIG. 2. In this case, the bidirectional voltage converter 220 issubstituted into the position of the first and second bidirectionalvoltage converters 236/240 in FIG. 4.

FIG. 5 is a flow diagram illustrating example operations of system 300in FIG. 3 for a driving mode of the vehicle 100.

While a general order for the steps of the method 500 is shown in FIG.5, the method 500 can include more or fewer steps or can arrange theorder of the steps differently than those shown in FIG. 5. Generally,the method 500 starts at operation 504 and ends at operation 532. Themethod can be executed as a set of computer-executable instructionsexecuted by the controller 232 and encoded or stored on a computerreadable medium. Alternatively, the operations discussed with respect toFIG. 5 may be implemented by the various elements of the system 300described with respect to FIGS. 3-4. Hereinafter, the FIG. 5 shall beexplained with reference to the systems, components, assemblies,devices, user interfaces, environments, software, etc. described inconjunction with FIGS. 1-4.

In operation 508, the first and second bidirectional voltage converters236/240 are precharged while also disconnected from the vehicle battery208. In this case, precharging includes coupling the one or more powersources 224/228 to the low voltage sides of bidirectional voltageconverters 236/240 so that the low voltage(s) (e.g., 12V and/or 48V) ofthe one or more power sources 224/228 are converted to the high voltage(e.g., 400V) so that the high voltage sides of the bidirectional voltageconverters 236/240 are charged to the high voltage. The coupling can beachieved by closing switches or contactors that control the flow ofcurrent between the bidirectional voltage converters 236/240 and the oneor more power sources 224/228.

In operation 512, the high voltage sides of the bidirectional voltageconverters 236/240 are connected to the vehicle battery 208 (e.g., byswitches or contactors). Because the high voltage sides of thebidirectional voltage converters 236/240 have been charged to the highvoltage, damage to the switches or contactors caused by the inrush ofcurrent upon connection of the bidirectional voltage converters 236/240to the vehicle battery 208 is mitigated (or alternatively, prevented).Now, the vehicle 100 is ready to drive.

In operation 516, during driving of the vehicle 100, the method 500causes the bidirectional converters 236/240 to convert the high voltageof the vehicle battery 208 into the supply voltage of the one or morepower sources 224/228 (e.g., 12V and 48V).

In operation 520, during driving of the vehicle 100, the method 500supplies the voltage(s) resulting from the conversion operation 515 tothe one or more power sources 224/228. Now, the one or more powersources 224/228 can be charged through the vehicle battery 208 (e.g.,where the vehicle battery 208 is also charged by regenerative powersources, such as regenerative braking).

In operation 524, the method 500 checks whether there is a loss of powerfrom the vehicle battery 208 to the powertrain of the vehicle 100 (e.g.,due to a disconnection of the vehicle battery 208 or a failure of thevehicle battery 208). If so, operation 528 causes a reversal of theconversion direction of the bidirectional voltage converters 236/238 sothat the voltage provided by one or more power sources 224/228 isconverted to the vehicle battery voltage 208 (e.g., 400V). The convertedvoltage from the one or more power sources 224/228 is supplied to thepowertrain of the vehicle 100 at least temporarily so that the vehicle100 can be safely removed from the flow of traffic. If in operation 524no power loss is detected, then the method 500 returns to operation 520and continues to supply the converted vehicle battery voltage to chargethe one or more power sources 224/228.

FIG. 6 is a flow diagram illustrating example operations of the system300 in FIG. 3 for a charging mode of the vehicle 100.

While a general order for the steps of the method 600 is shown in FIG.6, the method 600 can include more or fewer steps or can arrange theorder of the steps differently than those shown in FIG. 6. Generally,the method 600 starts at operation 604 and ends at operation 620. Themethod can be executed as a set of computer-executable instructionsexecuted by the controller 232 and encoded or stored on a computerreadable medium. Alternatively, the operations discussed with respect toFIG. 6 may be implemented by the various elements of the system 300described with respect to FIGS. 3. Hereinafter, the FIG. 6 shall beexplained with reference to the systems, components, assemblies,devices, user interfaces, environments, software, etc. described inconjunction with FIGS. 1-4.

In operation 608, vehicle battery 208 is connected to the bidirectionalconverters 236/240, for example, under control of the controller 232. Atthis point, the vehicle battery 208 should then be connected or alreadyis connected to another power source for charging (e.g., at anappropriate vehicle charging station).

In operation 612, the bidirectional voltage converters 236/240 convertthe voltage of the vehicle battery 208 to the supply voltages of the oneor more power sources (e.g., the second and third voltages).

In operation 616, the bidirectional voltage converters 236/240 chargethe one or more power sources with the converted voltages (i.e., supplythe second and third voltages to the power sources 224 and 228,respectively). Now, the power sources 224/228 are being charged alongwith the vehicle battery 208.

Although FIGS. 5 and 6 have been described with respect to the system300 FIG. 3, it should be understood that the operations of FIGS. 5 and 6also apply to the system 200 of FIG. 2. In this case, the bidirectionalvoltage converter 220 is substituted for the bidirectional voltageconverters 236/240.

FIGS. 2-6 have been described with respect to a particular number ofvehicle batteries, bidirectional voltage converters, low voltage powersources, and low voltage systems. However, example embodiments are notlimited thereto, and the number of each of these elements may varyaccording to design preferences. For example, in the event that it isdesired to have auxiliary components of the vehicle 100 operating atthree or more different voltages, then the number of correspondingbidirectional voltage converters and associated power sources mayincrease proportionally without departing from the scope of exampleembodiments.

In view of the foregoing description, it should be appreciated that oneor more example embodiments provide an integrated power system for anelectric vehicle that may reduce cost and footprint of the power systemas well as the overall weight of the vehicle. One or more exampleembodiments also provide a flexible power architecture that can bealtered by removing battery cells and/or adding more battery cells inseries or parallel. Furthermore, the coordination between components ofthe power system is less complex due to these components being undercontrol of a single controller. Moreover, example embodiments (e.g.,according to FIG. 3) provide redundant boost precharge functions.

Embodiments include a power module for an electric vehicle. The powermodule includes a first bidirectional voltage converter to convert afirst voltage to a second voltage and convert the second voltage back tothe first voltage. The power module includes a second bidirectionalvoltage converter to convert the first voltage to a third voltage andconvert the third voltage back to the first voltage. The power moduleincludes a first battery coupled to the first bidirectional voltageconverter to receive the second voltage. The power module includes asecond battery coupled to the second bidirectional voltage converter toreceive the third voltage. The power module includes a controller tocontrol the first and second bidirectional voltage converters and thefirst and second batteries. The first voltage is for supplying power toa powertrain of the electric vehicle. The second voltage and the thirdvoltage are for supplying power to the first and second batteries,respectively.

Aspects of the power module include the first voltage being 400V, thesecond voltage being 48V, and the third voltage being 12V.

Aspects of the power module include that the first battery suppliespower to a first set of the auxiliary components that operate using thesecond voltage, and the second battery supplies power to a second set ofthe auxiliary components that operate using the third voltage.

Aspects of the power module include that the controller balances theloads on the first and second bi-directional voltage converters suchthat the first battery and the second battery receive a desired amountof power.

Aspects of the power module include that the first battery has a firstcapacity and the second battery has a second capacity different from thefirst capacity.

Aspects of the power module further include a support plate to supportthe first and second bidirectional voltage converters, the first andsecond batteries, and the controller.

Aspects of the power module include that the first and second batteriesare arranged on a first face and at a first side of the support plate,and the controller and the first and second bidirectional voltageconverters are arranged on the first face and at a second side of thesupport plate opposite to the first side.

Aspects of the power module include that the support plate, the firstand second bidirectional voltage converters, the controller, and thefirst and second batteries are in a path of a coolant that travels fromthe first side toward the second side.

Aspects of the power module include that the support plate comprises aheat sink material.

Aspects of the power module include that the controller controls atleast one of the first and second batteries to precharge the first andsecond bidirectional voltage converters prior to being connected to athird battery that supplies the first voltage.

Aspects of the power module include that the first bidirectional voltageconverter includes a first I/O port to send and receive the firstvoltage and a second I/O port to send and receive the second voltage,and wherein the second bidirectional voltage converter includes a thirdI/O port to send and receive the first voltage and a fourth port to I/Osend and receive the third voltage.

Aspects of the power module include that the first and second batteries,the controller, the second port and the fourth port are connected to acommon ground or a common voltage.

Aspects of the power module include that in the event of a failure of athird battery that supplies the first voltage to the powertrain, thecontroller causes the first and second bidirectional voltage convertersto convert at least one of the second voltage supplied by the firstbattery to the first voltage and the third voltage supplied by thesecond battery to the first voltage to temporarily supply power to thepowertrain.

Embodiments include a power module for an electric vehicle, comprising asupport plate. The power module includes a first battery to supply afirst voltage to a first set of auxiliary components of the electricvehicle, and a second battery to supply a second voltage different fromthe first voltage to a second set of auxiliary components of theelectric vehicle. The first battery and the second battery are attachedto the support plate. The power module includes first and secondbidirectional voltage converters coupled to the first and secondbatteries, respectively, and coupled to an external power source thatsupplies power to a powertrain of the electric vehicle. The first andsecond bidirectional voltage converters being attached to the supportplate. The power module includes a controller to control operation ofthe first and second batteries through the first and secondbidirectional voltage converters, the controller being attached thesupport plate.

Aspects of the power module further include a coolant channel to carrycoolant. The first and second batteries are attached to the supportplate such that when the support plate is in the coolant channel, thecoolant cools the first and second batteries before cooling the firstand second bidirectional voltage converters and the controller.

Aspects of the power module include that in a driving mode of theelectric vehicle, the controller charges the first and second batteriesthrough the first and second bidirectional voltage converters.

Aspects of the power module include that in a precharge operation forthe electric vehicle, the controller causes the first and secondbatteries to precharge the first and second bidirectional voltageconverters prior to being connected to the external power source.

Embodiments include a power system for an electrical vehicle, comprisinga high voltage circuit that includes a high voltage source to supply ahigh voltage to a powertrain of the electric vehicle, and a low voltagecircuit that includes at least two low voltage sources to supply atleast two different low voltages to auxiliary components of the electricvehicle. The power system includes first and second bidirectionalvoltage converters coupled between the high voltage circuit and the lowvoltage circuit and that convert the high voltage provided by the highvoltage source to the two different low voltages and that convert thetwo different low voltages provided by the at least two low voltagesources to the high voltage.

Aspects of the power system include that the low voltage circuit furthercomprises a controller to control the first and second bidirectionalvoltage converters and the at least two low voltage sources, a lowvoltage side of the first and second bidirectional voltage converters,and the auxiliary components.

Aspects of the power system include that the at least two low voltagesources, the controller, the low voltage side, and the auxiliarycomponents share a common ground or a common voltage.

Any one or more of the aspects/embodiments as substantially disclosedherein.

Any one or more of the aspects/embodiments as substantially disclosedherein optionally in combination with any one or more otheraspects/embodiments as substantially disclosed herein.

One or means adapted to perform any one or more of the aboveaspects/embodiments as substantially disclosed herein.

The phrases “at least one,” “one or more,” “or,” and “and/or” areopen-ended expressions that are both conjunctive and disjunctive inoperation. For example, each of the expressions “at least one of A, Band C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “oneor more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means Aalone, B alone, C alone, A and B together, A and C together, B and Ctogether, or A, B and C together.

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more,” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising,” “including,” and “having” can be used interchangeably.

The term “automatic” and variations thereof, as used herein, refers toany process or operation, which is typically continuous orsemi-continuous, done without material human input when the process oroperation is performed. However, a process or operation can beautomatic, even though performance of the process or operation usesmaterial or immaterial human input, if the input is received beforeperformance of the process or operation. Human input is deemed to bematerial if such input influences how the process or operation will beperformed. Human input that consents to the performance of the processor operation is not deemed to be “material.”

Aspects of the present disclosure may take the form of an embodimentthat is entirely hardware, an embodiment that is entirely software(including firmware, resident software, micro-code, etc.) or anembodiment combining software and hardware aspects that may allgenerally be referred to herein as a “circuit,” “module,” or “system.”Any combination of one or more computer-readable medium(s) may beutilized. The computer-readable medium may be a computer-readable signalmedium or a computer-readable storage medium.

A computer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: anelectrical connection having one or more wires, a portable computerdiskette, a hard disk, a random access memory (RAM), a read-only memory(ROM), an erasable programmable read-only memory (EPROM or Flashmemory), an optical fiber, a portable compact disc read-only memory(CD-ROM), an optical storage device, a magnetic storage device, or anysuitable combination of the foregoing. In the context of this document,a computer-readable storage medium may be any tangible medium that cancontain or store a program for use by or in connection with aninstruction execution system, apparatus, or device.

A computer-readable signal medium may include a propagated data signalwith computer-readable program code embodied therein, for example, inbaseband or as part of a carrier wave. Such a propagated signal may takeany of a variety of forms, including, but not limited to,electro-magnetic, optical, or any suitable combination thereof. Acomputer-readable signal medium may be any computer-readable medium thatis not a computer-readable storage medium and that can communicate,propagate, or transport a program for use by or in connection with aninstruction execution system, apparatus, or device. Program codeembodied on a computer-readable medium may be transmitted using anyappropriate medium, including, but not limited to, wireless, wireline,optical fiber cable, RF, etc., or any suitable combination of theforegoing.

The terms “determine,” “calculate,” “compute,” and variations thereof,as used herein, are used interchangeably and include any type ofmethodology, process, mathematical operation or technique.

What is claimed is:
 1. A power module for a vehicle, comprising: a firstbidirectional voltage converter to convert a first voltage to a secondvoltage and convert the second voltage back to the first voltage; asecond bidirectional voltage converter to convert the first voltage to athird voltage and convert the third voltage back to the first voltage; afirst battery coupled to the first bidirectional voltage converter toreceive the second voltage; a second battery coupled to the secondbidirectional voltage converter to receive the third voltage; and acontroller to control the first and second bidirectional voltageconverters and the first and second batteries, wherein the first voltageis for supplying power to a powertrain of the vehicle, and wherein thesecond voltage and the third voltage are for supplying power to thefirst and second batteries, respectively.
 2. The power module of claim1, wherein the first voltage is 400V, the second voltage is 48V, and thethird voltage is 12V.
 3. The power module of claim 1, wherein the firstbattery supplies power to a first set of the auxiliary components thatoperate using the second voltage, and the second battery supplies powerto a second set of the auxiliary components that operate using the thirdvoltage.
 4. The power module of claim 3, wherein the controller balancesthe loads on the first and second bi-directional voltage converters suchthat the first battery and the second battery receive a desired amountof power.
 5. The power module of claim 3, wherein the first battery hasa first capacity and the second battery has a second capacity differentfrom the first capacity.
 6. The power module of claim 1, furthercomprising: a support plate to support the first and secondbidirectional voltage converters, the first and second batteries, andthe controller.
 7. The power module of claim 6, wherein the first andsecond batteries are arranged on a first face and at a first side of thesupport plate, and the controller and the first and second bidirectionalvoltage converters are arranged on the first face and at a second sideof the support plate opposite to the first side.
 8. The power module ofclaim 7, wherein the support plate, the first and second bidirectionalvoltage converters, the controller, and the first and second batteriesare in a path of a coolant that travels from the first side toward thesecond side.
 9. The power module of claim 6, wherein the support platecomprises a heat sink material.
 10. The power module of claim 1, whereinthe controller controls at least one of the first and second batteriesto precharge the first and second bidirectional voltage converters priorto being connected to a third battery that supplies the first voltage.11. The power module of claim 1, wherein the first bidirectional voltageconverter includes a first I/O port to send and receive the firstvoltage and a second I/O port to send and receive the second voltage,and wherein the second bidirectional voltage converter includes a thirdI/O port to send and receive the first voltage and a fourth port to I/Osend and receive the third voltage.
 12. The power module of claim 11,wherein the first and second batteries, the controller, the second portand the fourth port are connected to a common ground or a commonvoltage.
 13. The power module of claim 1, wherein, in the event of afailure of a third battery that supplies the first voltage to thepowertrain, the controller causes the first and second bidirectionalvoltage converters to convert at least one of the second voltagesupplied by the first battery to the first voltage and the third voltagesupplied by the second battery to the first voltage to temporarilysupply power to the powertrain.
 14. A power module for a vehicle,comprising: a support plate; a first battery to supply a first voltageto a first set of auxiliary components of the vehicle; a second batteryto supply a second voltage different from the first voltage to a secondset of auxiliary components of the vehicle, the first battery and thesecond battery being attached to the support plate; first and secondbidirectional voltage converters coupled to the first and secondbatteries, respectively, and coupled to an external power source thatsupplies power to a powertrain of the vehicle, the first and secondbidirectional voltage converters being attached to the support plate;and a controller to control operation of the first and second batteriesthrough the first and second bidirectional voltage converters, thecontroller being attached the support plate.
 15. The power module ofclaim 14, further comprising: a coolant channel to carry coolant,wherein the first and second batteries are attached to the support platesuch that when the support plate is in the coolant channel, the coolantcools the first and second batteries before cooling the first and secondbidirectional voltage converters and the controller.
 16. The powermodule of claim 14, wherein, in a driving mode of the vehicle, thecontroller charges the first and second batteries through the first andsecond bidirectional voltage converters.
 17. The power module of claim16, wherein, in a precharge operation for the vehicle, the controllercauses the first and second batteries to precharge the first and secondbidirectional voltage converters prior to being connected to theexternal power source.
 18. A power system for a vehicle, comprising: ahigh voltage circuit that includes a high voltage source to supply ahigh voltage to a powertrain of the vehicle; a low voltage circuit thatincludes at least two low voltage sources to supply at least twodifferent low voltages to auxiliary components of the vehicle; and firstand second bidirectional voltage converters coupled between the highvoltage circuit and the low voltage circuit and that convert the highvoltage provided by the high voltage source to the two different lowvoltages and that convert the two different low voltages provided by theat least two low voltage sources to the high voltage.
 19. The powersystem of claim 18, wherein the low voltage circuit further comprises: acontroller to control the first and second bidirectional voltageconverters and the at least two low voltage sources; a low voltage sideof the first and second bidirectional voltage converters; and theauxiliary components.
 20. The power module of claim 19, the at least twolow voltage sources, the controller, the low voltage side, and theauxiliary components share a common ground or a common voltage.